Author Archives: legallysociable

Inequality reproduced in new NYC bike sharing program?

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An early report from the new bike sharing program in New York City suggests it might be reproducing existing inequalities:

And yet this was hardly the most dispiriting aspect of the whole adventure. The line for helmets was very long, and yet few of the people I spoke to were actually residents of the Rutgers Houses or any of the neighboring public housing. I did, however, meet a svelte Argentine woman in running clothes who had come from the Upper East Side. There were also two young women who taught at Bard High School Early College and lived in brownstone Brooklyn, and a woman named Barbara Becker in the company of two sons who, she said when I inquired, attend Friends Seminary in Manhattan, where annual tuition is roughly 296 times the price of an expensive bike helmet (and 1,850 times the price of a helmet you can buy at Han’s Market, a convenience store next to the Clark Street kiosk that has quickly expanded its business from milk, soda and frozen foods to biking gear).

Raulo Jeffers did live in the Rutgers Houses, as he has for 38 years. He was waiting to get a helmet for a bike he already owned. The price of annual membership to Citi Bike is $95, but the city was giving a $35 discount to residents of public housing and other low-income New Yorkers. Even with the reduction, the price was too high, he believed. “People here don’t have a lot of money,” he said. Although more than 400,000 people live in the city’s public housing, only 200 people have signed up for the discounted membership, out of a total enrollment of more than 33,000, according to the Transportation Department. A spokesman for the department said that some public housing residents may have joined at the full price.

Another man in line, Alejandro Brown, a student from the South Bronx, said he was dismayed that the bike share program had not made it “above what I call the 96th Street border.”

It is still early in the program so these issues may still be ironed out. But, should we be too surprised when those who already have more social and economic capital are more in position to take advantage of a new program that also plays into middle- and upper-class sensibilities such as being green and getting exercise? For all of the talk of bike sharing in European cities, I haven’t seen much comment about how it interacts there with social inequalities. Perhaps this is a bigger issue all around…

A $3 billion funding shortage for relieving Chicago area railroad gridlock

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A House hearing suggested there is a major funding shortage for the construction necessary to relieve railroad traffic in the Chicago region:

A potential drop of more than 60 percent in Metra delays.

That number alone makes an ambitious $3.2 billion fix for rail congestion in the Chicago region attractive in the eyes of area commuters. And railroads, with the backing of the business community, also support the Chicago Region Environmental and Transportation Efficiency Program, or CREATE.

But where funding for the $2 billion worth of work remaining will come from is a question both U.S. congressmen and industry officials pondered at a Monday hearing of the House Subcommittee on Railroads, Pipelines and Hazardous Materials.

The Chicago region hosts about 1,300 trains a day — 800 Amtrak and Metra trains and 500 freights. But the outdated infrastructure and numerous street level crossings make it a major chokepoint for freight trains, not to mention the delays caused for drivers.

State dollars for the project run out this year and there’s nothing forthcoming in the federal government’s latest transportation plan.

Funding is hard to come by these days. Yet, these are infrastructure improvements that affect not only the Chicago area but perhaps the entire United States railroad system. A large amount of freight traffic in the United States moves through the Chicago region. The railroads as well as local, state, and federal government have been chipping away at this for years including moving intermodal facilities and switching yards further from the city and making at-grade crossings safer and rarer.

Another question that could be asked: should money be spent on high-speed rail if there are still significant problems in the regular railroad system?

Trying to craft a singular business message in a multicultural Chicago neighborhood

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The Argyle section of Chicago’s Uptown neighborhood has residents from many different countries but wants to craft a coherent message to attract businesses:

Now, the two men and their neighbors have embraced a city-sponsored plan to promote the area with a broader name: Asia on Argyle.

“It really gives us a chance to showcase Argyle Street … and bring people to a very unique cultural destination within the city,” said Ald. Harry Osterman, whose 48th Ward represents the neighborhood.

The campaign is the city’s latest effort to brand neighborhoods beyond the downtown business district as commercial destinations for tourists and Chicagoans. The effort includes sprucing up Argyle’s appearance and opening a night farmers market that eventually would include Asian businesses.

Such branding strategies have worked for some neighborhoods like Greektown, Andersonville and Boystown. But others have spawned clashes as people of different cultural backgrounds disagree about how the neighborhood should be promoted. What’s more, if a neighborhood becomes too popular, gentrification can dislodge immigrant settlers…

Argyle’s greatest asset, its diversity, has also presented some of its biggest challenges. Chinese immigrants were among the first newcomers to try to brand the neighborhood.

There are several things going on here:

1. The neighborhood may look to outsiders to have Asian residents but this is a broad category that comprises a number of different cultures and backgrounds. For example, immigrants from certain countries have different levels of education and income as well as unique social and religious practices.

2. Creating a singular pro-business approach is not just about internal coherence within a neighborhood but also appealing to a wider audience in Chicago and the region. It would be fascinating to get down to some numbers and see how many people might visit such a neighborhood and how it stacks up to other ethnically and socially known neighborhoods profiled in this article like Pilsen, Chinatown, and Boystown. Do you need a slogan? A logo? How unique does the neighborhood have to be?

3. One academic quoted in this story notes that we should ask who will benefit from new economic development and business in Argyle. The city of Chicago? Local residents? Real estate moguls? There are development and businesses choices to be made that move more towards the people of the neighborhood. It doesn’t necessarily have to be a zero-sum game where only one party can come out ahead but it is easy in such situations for people with power and investments to come out even better.

Five kinds of new houses that are non-McMansions

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A recent discussion thread started with this statement: “I don’t think it should cost $500K or 5,000 square feet for a body to live. Show me the opposite of the McMansion that is still sexy.” So what might this look like? Here are some common options today of non-McMansions, homes intentionally built not to be McMansions:

1. Tiny houses. These are opposites of McMansions because of their size. While McMansions are known for having 3,000 square feet or more, tiny houses have several hundred square feet or less. The tiny house is not just about having less space; it is a completely different way of life as it is hard to accumulate much in the house.

2. The Not-So-Big House. Promoted by architect Sarah Susanka, these homes are not necessarily much smaller than McMansions but are built more to the personal interests and tastes of the individual owner. In other words, these houses are built to fit the owners while McMansions are seen as being mass-produced homes that owners have to fit themselves into.

3. New Urbanist homes. These homes could look quite different depending on the area of the country in which they are located as New Urbanists argue homes should follow regional architectural styles. But, there would be some common features: front porches, closer placement to the street, alleys if possible. The New Urbanist home might have the same square footage or similar features compared to McMansions but is intended to be better connected to the surrounding neighborhood, encouraging more social life.

4. Very energy-efficient homes including passive homes and net zero-energy homes. Again, these homes may be like McMansions in features and size but they are seen as less wasteful and have more quality construction.

5. Modernist homes. I’m not convinced many Americans would choose this option but it seems to be a regular favorite of architects and designers. These homes are not necessarily smaller than McMansions but have much more architectural credibility and are often one-of-a-kind.

Superman, Midwestern superhero

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Superman may be a superhero but he is a Midwesterner at heart:

It’s not a point that’s often made about Superman, who is celebrating his 75th anniversary this summer and starring in director Zack Snyder’s quite Midwestern movie, “Man of Steel,” opening Friday. What with all his universe saving, the intergalactic lineage and the part-time big-city address, the fact that Clark Kent grew up on a Kansas farm has never been the sexiest part of the legend. And yet, for better or worse, his Midwestern-ness is the key to coming to grips with what has for decades been alternately one of the most durable and tedious of cultural icons, a symbol of American can-do albeit delivered with an insistent piety…

Superman is the embodiment of Midwestern character — the well-meaning, the sturdy, the pious and the provincial. In “Man of Steel,” when young Clark realizes he can hear literally everyone on Earth, he runs into a broom closet (a scene shot in Plano’s Centennial Elementary School, in far west Kendall County), presses his hands against his ears and refuses to leave, moaning “The world’s too big.” The response from Ma Kent (Diane Lane) sounds distinctly Midwestern: “Then make it small.”…

Without giving anything away (I swear, there are no spoilers here): “Man of Steel” tells the story of a guy who comes from a place where fracking (or at least the Kryptonian equivalent) creates earthquakes. He settles in a town where expanses are flat, and barns and windmills and water towers stand tall, breaking up the rows of corn. He gets into fights at the IHOP and is reminded by his parents he is better and more upstanding than everyone else but shouldn’t flaunt it — stay modest. He watches college football, wears a Kansas City Royals T-shirt, tends to keep his feelings bottled up. He’s hard to read but turns deeply moralistic, stoic and judgmental, willing to go out of his way to help anyone but eventually siding with the authorities. He heads off for the big city and gets beaten down by hipster jerks who wear a lot of black. But finally he decides that though people outside of the Midwest can’t be trusted, he will be nice to all of them…

Some of the best Superman comic book tales of the past few decades have had an air of repressed heartland stoicism (Alan Moore’s “Whatever Happened to the Man of Tomorrow?”) or focused on Superman trying to retain a tight, manageable community (Brian Azzarello’s “For Tomorrow”). But in its Midwestern iconography, self-proclaimed American values and locations, none comes close to Snyder’s “Man of Steel.” For instance, Metropolis, usually a substitute for New York City (partly because Superman films tend to shoot there), is more distinctly a Midwestern metropolis now, partly because it’s Chicago you’re looking at.

Fascinating. The virtuous Midwest strikes again. This could lead to a very interesting discussion of how cities become associated with superheroes. New York is the clear leader in the United States with heroes like Batman (operating in Gotham, a thinly disguised NYC) and Spider-Man (born in Queens). But, why aren’t there well-known superheroes in Chicago or Los Angeles? Is there some sort of economic sociology explanation where the comic book industry was centered in New York and they wrote about what they knew and for the biggest market? Does it have to do with the relative status of New York City as the leading global city and symbol of the free world? Do other cities not quite have the combination of glamor and grittiness of New York City? The connections between spaces and the social relationships within and modern myths, superheroes or sci-fi or post-apocalyptic scenarios or otherwise, could be worth exploring.

American median income, poverty rates, and inequality by county

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Check out these maps of American inequality and income using the latest American Community Survey data.

The below five maps were created by Calvin Metcalf, Kyle Box and Laura Evans using the latest five-year American Community Survey estimates provided by the Census Bureau for last weekend’s National Day of Civic Hacking (we’re geeking out on these projects this week).

Working from Boston, the group has so far mapped nearly a dozen demographic points from the data, including a few they calculated on their own (be sure to check out the very bizarre map of America’s gender ratios by county). These five maps, however, jumped out at us for how they each illustrate deep and lingering differences between the American North and South, as seen through several different data points. Of course, the patterns aren’t perfect, and exceptions abound; major cities in the North turn out to be hotspots of inequality on par with much of the Deep South…

Median income (in annual dollars)

Population living below the poverty line (by percent)

Income inequality (as measured by the Gini coefficient, the closer to zero the better)

There do seem to be seem some regional differences. But, these three maps raise other questions:

1. This may be a good place for population weighted maps. While counties are one unit of geographic measure, they can obscure finer-grained data. For example, the map of median income shows higher incomes in urban areas but this glosses over poor urban and suburban neighborhoods. Plus, many of the counties in the South, Great Plains, and Mountain West have relatively fewer people.

2. The income map shows one story – generally higher incomes in urban areas – and the inequality, measured by the Gini coefficient, shows that these same urban areas have high levels of inequality. This may be an issue with the county measure but it also highlights that while cities are economic engines, they are also homes to pronounced inequality.

New ASA task force on social media

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The American Sociological Association has a new task force on social media that will meet during the 2013 ASA meetings in New York City:

According to Tapia, the ASA has “worked hard to keep pace with the changes in social media” by adopting practices such as maintaining a Facebook page and working with Twitter. However, she added, many sociologists lack the experience and knowledge to fully utilize social media. While in graduate school, sociology students are required to read an extensive amount of literature that goes back hundreds of years but do not receive comparable training in using online tools.

“The purpose of the task force is to think more broadly about ways in which we can help to shine a bright light on sociology,” she said. “For example, many members are eager to promote their books. But some members don’t quite know how to go about it.”…

The Task Force on Social Media will hold its first face-to-face meeting at the ASA Annual Meeting in New York City on Aug. 10. The bulk of the task force work will be done by sub-committees operating electronically and by conference calls over the next 18 months. There will be a second face-to-face meeting in August 2014 at the ASA Annual Meeting in San Francisco.

As a discipline, sociology could use more positive exposure through social media. According to a posting earlier this year, the full name of the group is the Task Force on Using Social Media to Increase the Visibility of Sociological Research. At the same time, Twitter and Facebook and other places don’t always lend themselves to nuanced scientific explanation of the social world…

Better to expand Metra service to Oswego and Yorkville or use money to solve problems within the region?

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Discussion is growing about expanding Metra commuter rail service to Oswego and Yorkville but where the money will come from is an issue:

Metra board directors on Friday supported increasing a consulting contract by $439,631 for a total of $2.26 million to review the Yorkville option. The funding for the engineering study comes from a federal grant, earmarked in 2003 by former House Speaker Dennis Hastert of Yorkville.

The agency has been considering locating stations in Oswego but Yorkville is being added since it offers an optimal site for a yard to house trains. Montgomery is also in the mix as a new station.

But how to pay for operating the expansion and related construction — since most of the route is outside the six-county region that Metra serves — is an unknown. A sales tax in Cook, DuPage, Kane, Lake, McHenry and Will counties subsidizes part of the costs of running Metra, but it isn’t levied in Kendall County…

Oswego Village Administrator Steve Jones said the Metra station was “extremely important. Up until the housing crash, Oswego and the immediate area was one of the fastest-growing areas in the country. As residents move to the area, they have some expectations for transportation for employment and cultural matters … just being linked to the city.”

Since Oswego and Yorkville have been growing, this makes some sense. Yet, I wonder if it wouldn’t be better to find money, grants and otherwise, to expand train service within the six county region. As currently constituted, Metra service is based on a hub and spokes model where riders have to go into the city before heading back out. Why not find money to develop belt lines where riders can move between job centers, particularly places like Naperville, Schaumburg, and Hoffman Estates as well as O’Hare Airport? Indeed, there are already plans for such a line that involve expanding an existing beltway rail line. Read more here about the STAR Line.

More broadly, this is a question of whether officials should encourage continued expansion of metropolitan areas through the construction of new infrastructure or help deal with the existing issues of metropolitan regions. People may choose to move to places like Oswego or Yorkville but officials don’t necessarily have to find the money to support it.

“51 Spectacular Panoramic Photos of Turn-of-the-Century Chicago”

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Chicago features 51 photos that reveal what Chicago looked like at the end of the 19th century and beginning of the 20th century:

One of the great treasure troves of the Library of Congress is its collection of panoramic photos. Some of the best come from Chicagoan George R. Lawrence and his company. (Motto: “The Hitherto Impossible in Photography Is Our Specialty”).

Some of the more interesting photos:

–#7: Grant Park in 1906. It looks nothing like what Chicagoans today are used to. The railroad lines leading to the main docks area on the south bank of the Chicago River were much were prominent for decades. Also, the park was muddy for a number of years before more formal landscaping was installed.

–#12: West Side Park in 1909 featuring the Cubs and White Sox playing each other. The stadium seems quaint (meaning small) and features tons of foul area behind home plate.

–#36: An open-ended Soldier Field hosting the Eucharistic Congress in 1926. The capacity of the stadium is much larger than today.

-various pictures: a different-looking Chicago lakefront with no tall buildings. Without skyscrapers, it definitely looks different.

Uptick in SUV/light truck sales alongside increase in big houses

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Following up on a supposed McMansion comeback, Jordan Weissmann notes that SUV sales have also increased:

And how about those gas guzzlers? They’re on the rebound too. More than 51 percent of new autos sold today are light trucks, a category which includes SUVs. That’s right where we were in the Spring of 2007, though below the all-time peak of around 6 percent.

Truck_Sales_Fred.png

Now some caveats. The light truck category also includes increasingly popular crossover vehicles, which share some of the space and styling of SUVs, but are more fuel efficient. So the big cars being bought today aren’t quite the same as the big cars that were being bought yesterday. Meanwhile, mortgage credit is hard to come by, and perhaps as a result, the average new home buyer is a bit richer than before the crash, according to the NAHB’s data. That might partly explain our growing abodes, since wealthier families tend to buy larger homes. And as recession-scarred Millennials start entering the home market, there’s a chance they’ll start opting for smaller houses, as some real estate experts believe they will.

But sometimes it just feels like we never learn.

This builds on one of the most common critiques of McMansions: they are part of a package deal of excessive consumption that includes SUVs, bulk purchases at big box stores, and oversized food portions. There is little doubt that Americans consume a lot, particularly in comparison to many other nations, but it is not just about having a lot. This critique also is about being green and asking whether these levels of consumption can continue or could be extended to all that many other humans before resources run out. And, it often seems that there is a moral argument underlying this critique: should people have this size house and this size vehicle? This is why I think it would get really interesting if McMansions could be much greener (sustainable materials, low energy usage, less reliant on automobiles and built in denser areas) and SUVs could be more fuel efficient (is 40 mpg doable?).